Small overlap frontal impact countermeasure

ABSTRACT

A countermeasure assembly for an automotive vehicle includes a front side rail extending in a generally longitudinal direction; a bumper having a main bumper member and a bumper extension forming an end portion of the bumper; and a pivot link having front and rear mounting portions. The front mounting portion is pivotably engaged with the bumper extension member to define a front pivot joint, and the rear mounting portion is pivotably engaged with the front side rail to define a rear pivot joint. The rear pivot joint is located rearward and inward from the front pivot joint. The bumper extension is bolted to the forward end of the front side rail. The bumper extension has a front member and a rear member, of which the rear member is bolted to the front side rail. The front member and the rear member of the bumper extension define a hollow box structure.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is Continuation of U.S. patent application Ser. No.13/865,678, entitled “SMALL OVERLAP FRONTAL IMPACT COUNTERMEASURE,”filed on Apr. 18, 2013, which is a Continuation in Part of U.S. patentapplication Ser. No. 13/633,406, filed on Oct. 2, 2012. The entirecontent of both applications is hereby incorporated by reference.

BACKGROUND

1. Technical Field

The present specification generally relates to a structural assembly ina vehicle. More specifically, the present specification relates to animpact countermeasure assembly that responds to a frontal impact, suchas a small overlap impact, to limit the frontal impact force on thevehicle cabin.

2. Description of Related Art

Automotive vehicles are often constructed at their front ends to includevarious support structure for the engine, wheels, suspension, bumper,and related components. These support structures can include membersthat are generally aligned with the longitudinal axis of the vehicle,that run in a generally transverse direction relative to thelongitudinal members or at oblique angles to these axes. The supportstructures surrounding and supporting the engine compartment areultimately connected to various structures that define the vehiclecabin. These cabin support structures can include a generally verticaldoor hinge pillar, the A-pillar that extends from the door hinge pillarto the roof of the vehicle, a laterally extending cross beam, a floorpan running across the width of the vehicle, and a rocker memberextending rearward from the bottom of the hinge pillar.

These support structures provide support for various vehicle components,as well as exterior structures, that are mounted thereto. Examples ofvehicle components include the engine, transmission, radiator,suspension, wheels, and the like. Examples of exterior structuresinclude the doors, roof, windshield, floor panels, hood, and the like.In addition to providing support for the various vehicle parts, thesupport structure also operates to protect the vehicle occupants in theevent of a collision, such as a frontal impact collision.

One type of frontal impact collision is known as a small overlap impact.A small overlap impact is an impact where the majority of loading due tothe impact occurs outside of the major longitudinal support structuresof the vehicle. A small overlap impact can occur in a variety of ways,such as a head on collision with a tree or post, a vehicle to vehicleoblique collision, or a vehicle to vehicle collinear or head-oncollision.

Because the majority of the loading is outside the longitudinal supportstructures, the impacting body or “barrier” can result in thelongitudinal support structure slipping off the barrier. Put anotherway, the vehicle longitudinal support structures may deform laterallyinward relative to the barrier or provide limited interaction with thebarrier. The barrier could continue to exert a longitudinal force towardthe vehicle, with the force generally aligned with the wheel of thevehicle due to the relative lateral translation. Upon impact with thewheel, the force may be transmitted further toward the rear of thevehicle and toward the passenger cabin. The barrier and wheel would thenexert a force upon the hinge pillar, the rocker, the A-pillar, thefloorpan, and cross beam, each of which are at least partially alignedwith the barrier during this type of collision. These structures canultimately deform due to the collision with the barrier, resulting inencroachment of the structures upon the passenger cabin.

One solution to these issues of cabin encroachment has been to reinforcethe longitudinal support structure and the support structures thatsurround the cabin, so as to limit the deformation of these structures.However, the additional reinforcement can result in substantialincreases in vehicle mass and material, which are undesirable in termsof cost and fuel mileage.

SUMMARY

In overcoming the enumerated drawbacks and other limitations of theknown art, the present specification provides a countermeasure assemblyfor an automotive vehicle that comprises a front side rail extending ina generally longitudinal direction and having a forward end; a bumperhaving a main bumper member and a bumper extension forming an endportion of the bumper, the bumper extending generally transverse andlateral to the longitudinal direction of the front side rail, the bumperextension extending laterally from the main bumper member and forming anoutboard end of the bumper, the bumper extension being mounted to theforward end of the front side rail; and a pivot link having front andrear mounting portions, the rear mounting portion being pivotablyengaged with the bumper extension member to define a front pivot joint,the rear mounting portion being pivotably engaged with the front siderail to define a rear pivot joint, the rear pivot joint being locatedrearward and inward relative to the front pivot joint.

In another aspect, the bumper extension has a front member and a rearmember, the rear member being bolted to the forward end of the frontside rail.

In yet another aspect, the front member and the rear member of thebumper extension define a hollow box structure.

In an additional aspect, the rear pivot joint includes a pivot bracketthat engages the rear mounting portion and fastened to an outer wall ofthe front side rail, the front side rail defining a box structureincluding the outer wall and having an inner wall, an upper wall and alower wall.

In a further aspect, the outer wall defines a vertical width of thefront side rail, the pivot bracket having a base defining a lengthgreater than the vertical width of the front side rail.

In yet another aspect, the base of the pivot bracket is further fastenedto a lower extension, the lower extension extending downward from thelower wall of the front side rail.

In an additional aspect, the lower extension defines an outer wall thatis generally planar with the outer wall of the front side rail.

In a further aspect, the lower extension defines a box structure.

In an additional aspect, a bulkhead with a flange is disposed inside thefront side rail, the flange being bolted to the pivot bracket via thefront side rail.

In another aspect, the bulkhead extends across the entire width of acavity defined by the box structure of the front side rail.

In yet another aspect, the pivot bracket, and the bulkhead are arrangedlaterally outward from and longitudinally overlapping with an engine ofthe automotive vehicle.

In still a further aspect, the pivot link has first, second, and thirdmajor side surfaces, the first major side surface facing the bumper, thesecond major side surface facing the front side rail, and the thirdmajor side surface facing away from the bumper and extending between therear and rear mounting portions of the pivot link.

In another aspect, the first major side surface is not parallel with thethird major side surface.

In still another aspect, the first major side surface and the thirdmajor side surface define an angle therebetween that is less than 90°.

In an additional aspect, the first major side surface includes anundercut, the undercut being defined wherein a lower portion of thefirst major side surface is recessed relative to an upper portion of thefirst major side surface.

In another aspect, a center of the front pivot joint is offset from acenter of the rear pivot joint in a vertical direction relative to thevehicle.

In still another aspect, the center of the front pivot joint is locatedvertically higher relative to the vehicle than the center of the rearpivot joint.

In yet another aspect, the rear mounting portion of the pivot linkexhibits a thickness that is less than a thickness defined by the rearmounting portion of the pivot link.

In a further aspect, the pivot link is a generally triangular shapedbody.

Further objects, features and advantages of the embodiments describedherein will become readily apparent to persons skilled in the art aftera review of the following description, with reference to the drawingsand claims that are appended to and form a part of this specification.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an isometric view of a countermeasure assembly incorporatingthe principles of the embodiments of the present specification;

FIG. 2 is an exploded view of the countermeasure assembly seen in FIG.1;

FIG. 3 is a cross-sectional plan view of the countermeasure assemblyseen in FIG. 1;

FIG. 4 is a cross-sectional view taken generally along line 4-4 in FIG.3;

FIG. 5 is a side view of the countermeasure assembly seen in FIG. 1;

FIG. 6 is a schematic illustration of the countermeasure assembly ofFIG. 1 showing the progression of the countermeasure assembly during acollision;

FIG. 7 is a schematic illustration of the behavior of the link duringthe initial phases of a collision; and

FIGS. 8-12 are top plan views of the countermeasure assembly of FIG. 1showing various states of the countermeasure assembly during a collisionwith a barrier.

DETAILED DESCRIPTION

Referring now to the drawings, FIG. 1 illustrates a small overlap impactcountermeasure assembly 10 (hereafter just “countermeasure assembly 10”)for an automotive vehicle and incorporating the principles ofembodiments of the present specification. As its principle components,the countermeasure assembly 10 includes a bumper 12, a front side rail14 and a pivot link 16 extending between the bumper 12 and the frontside rail 14. The countermeasure assembly 10 is disposed at the frontend of the vehicle and generally surrounds the engine E (see FIG. 3) ofthe vehicle, with the wheels of the vehicle being disposed laterallyoutboard of the front side rail 14 and rearward of the pivot link 16.

For reference, the countermeasure assembly 10 defines an x-axis X thatis generally parallel to a fore-and-aft longitudinal centerline CL ofthe vehicle. The countermeasure assembly 10 also defines a y-axis Y thatextends laterally across or perpendicular to the centerline CL. Also,for the purpose of clarity in this description, the terms “inward” or“inboard” generally refer to a direction toward the centerline CL of thevehicle, and the terms “outward” or “outboard” refer to a direction awayfrom the centerline CL of the vehicle. Similarly, “front” or “frontward”generally refer to direction toward the front of the vehicle and “rear”or “rearward” refers to a direction toward the rear of the vehicle.

Furthermore, only one countermeasure assembly 10 is illustrated in thefigures and described herein. That countermeasure assembly 10 is locatedon the front left side of the vehicle. It will be appreciated that acorresponding countermeasure assembly is also located on the front rightside of the vehicle. The front right side countermeasure assembly is amirror image of the left side countermeasure assembly 10 and operates ina similar fashion. Accordingly, only the front left side countermeasureassembly 10 is discussed herein.

The illustrated bumper 12 is located at the front of the vehicle andextends laterally across the vehicle in a manner known in the art. Thefront side rail 14 is a longitudinal member of the vehicle's frame andextends forward, generally parallel to the X-axis, from other componentsof the vehicle's frame until being connected to the bumper 12 at thefront of the vehicle, as is generally shown in FIG. 3. The pivot link 16is mounted to both the bumper 12 and the front side rail 14. By virtueof the pivot link 16, a force acting on the bumper 12 will betransferred to the front side rail 14 be it to different, but related,mechanisms. The force will be directly transferred from the bumper 12 tothe front side rail 14 via the connection between those two members.Additionally, the force acting on the bumper 12 will be indirectlytransferred from the bumper 12 through the pivot link 16 to the frontside rail 14. This is particularly important when the vehicle issubjected to a small overlap frontal impact.

The bumper 12 includes a main bumper member 18 and a pair of bumperextensions 20, which are mounted to the left and right ends 18 a of themain bumper 18. As seen in FIG. 1, the bumper extension 20 extendsoutward and slightly rearward from the left end portion 18 a of the mainbumper 18 and can have a generally curved shape, although the extension20 could also have a more straight shape, bent shape, or other suitableshape. In one form, the bumper extension 20 is mounted to the bumper 12via a mechanical connection using bolts, screws, or the like; however,other attachment methods could also be used. In the illustratedembodiment, the bumper extension 20 is itself formed of two pieces, afront member 22 and a rear member 24. The two members 22, 24collectively define a box structure of increased strength and reducedweight. This hollow form of the bumper extension 20 also allows thebumper extension 20 to be deformed during a collision, while maintaininga connection to the main bumper member 18.

At its laterally outward end, the bumper extension 20 is provided with apair of opposed, generally horizontal flanges 26. The flanges 26 haveapertures 28 formed therein that cooperate to receive the pivot link 16therebetween and to define, with the pivot link 16, a front pivot joint30.

Preferably, the pivot link 16 is a fixed and solid body portion havingthree major side surfaces: inner surface 32, a forward surface 34 and anouter surface 36, as well as upper and lower surfaces 38 and 40. Thepivot link 16 is preferably of a one-piece construction so that, in theevent of a collision, the pivot link 16 can better withstand forcesexerted against it and so that it can transmit a reaction forcetherethrough. It will be noted that this is in contrast to the hollowform construction of the bumper extension 20.

The normal operating position of the pivot link 16 relative to thebumper 12 and front side rail 14 is seen in FIG. 3. This positionrepresents the position of the pivot link 16 prior to any frontalimpact/collision involving the countermeasure assembly 10. As seentherein, the inner surface 32 of the pivot link 16 generally facesinward toward the front side rail 14. The outer surface 36 generallyfaces rearward and outward. The forward surface 34 generally facesforward toward the bumper extension 20, but is also slightly orientedinward toward the front side rail 14. In the event of a small overlapfrontal impact, the pivot link 16 will be caused to rotate or pivot andthe orientations of these various surfaces will change, as furtherdescribed in detail below. Additionally, the forward surface 34 of thepivot link 16 includes an undercut 52. In other words, a lower portion54 of the forward surface 34 is recessed or positioned rearward relativeto an upper portion 56 of the forward surface 34. The purpose for thisundercut 52 is further discussed below.

Generally at the juncture of the forward surface 34 and the outersurface 36, the pivot link 16 defines a front mounting portion 42 with avertical pivot bore 44 defined therethrough, which cooperate with theopposed flanges 26 to form the front pivot joint 30. At the juncture ofthe inner surface 32 and the outer surface 36, the pivot link 16 definesa rear mounting portion 46. The rear mounting portion 46 similarlyincludes a pivot bore 48 that operates as part of a rear pivot joint 50.Relative to the position of the front side rail 14, the front pivotjoint 30 is located laterally outward and the rear pivot joint 50 islocated laterally inward.

The pivot link 16 exhibits a taper proceeding from the front mountingportion 42 to the rear mounting portion 46. As seen in FIG. 7, the taperis such that the vertical thickness of the pivot link 16 at the frontmounting portion 42 is greater than the vertical thickness at the rearmounting portion 46. Also, the rear mounting portion 46 is located in aposition vertically offset from the front mounting portion 42. In thisregard, the rear mounting portion 46 is not centered relative to thefront mounting portion 42, but is instead vertically displaced downwardin the direction of the lower surface 40.

Referring back to FIGS. 1 and 3, front side rail 14 extends rearwardfrom the bumper 12 generally along the X-axis. The front side rail 14 ispreferably a box structure with a hollow construction to enhance itsstrength, and maybe formed either as a one-piece member or by multiplepieces joined together. Regarding the latter construction, a lateralside member 58 may be rigidly secured to a U-channel member 60 bywelding or other means. The hollow nature of the front side rail 14allows the side rail 14 to collapse in the direction of the X-axis or tobuckle in the direction of the Y-axis during a collision or forces aredirected to the front side rail 14. In this regard, the front side rail14 is seen as including an inner wall 62, an outer wall 64, an upperwall 66, and a lower wall 68. For the sake of discussion, however, thefront side rail 14 will be described as being a unitary piece.

The front side rail 14 generally includes three portions: a frontportion 70, an intermediate portion 72 and a rear portion 74. The frontportion 70 is mounted to the bumper 12 generally at the interfacebetween the main bumper 18 and the bumper extension 20. This mountingmay be facilitated by conventional means including the use of bolts,screws or welding. The front portion 70 may also include indentations orreliefs 76 whose function is to reduce the compressive strength of thefront side rail 14 and allow control of deformation, and morespecifically crushing, of the front portion 70 during a collision. Thefront portion 70 transitions into the intermediate portion 72 which islocated generally adjacent to the vehicle wheel W, as is seen in FIG. 8.The intermediate portion 72 includes a tapered section such that theforward part of the intermediate portion 72 has an increased widthrelative to the rearward part of the intermediate portion 72. This taperallows the intermediate portion to deform in a controlled manner,generally inward, during a collision. The intermediate portion 72transitions into the rear portion 74 generally at a position toward therearward end of the wheel W. This rear portion 74 ultimately extendsunder the passenger cabin area and may have cross members and verticalmembers associated with defining the passenger cabin, such as theA-pillar, attached thereto. Accordingly, the front side rail 14 extendsgenerally from the bumper 12 to the passenger cabin of the vehicle.

As previously noted, the pivot link 16 is mounted between the bumper 18and the front side rail 14. More specifically, the pivot link 16 extendsfrom the front pivot joint 30 to the rear pivot joint 50, the latterbeing positioned along the front side rail 14 either at the rearwardpart of the front portion 70 or the forward part of the intermediateportion 72.

The rear pivot joint 50 is formed by the rear mounting portion 46 of thepivot link 16 and a pivot bracket 80 mounted to outer wall 64 of thefront side rail 14. Similarly to the bumper extension 20, the pivotbracket 80 includes a pair of opposed flanges 82 that extend generallyhorizontally and laterally outward from the front side rail 14. Formedin the flanges 82 are apertures 84 that define the pivot axis of therear pivot joint 50. The rear mounting portion 46 of the pivot link 16is received within the space between the flanges 82 and the pivot bore48 is aligned with the apertures 84. A pivot pin 86 extends through theapertures 84 and bore 48, along the pivot axis, and retains the rearmounting portion 46 with the pivot bracket 80, thereby forming the rearpivot joint 50. The pivot pin 86 may be credibly engaged with a nut orwith corresponding threads located within at least one of the apertures84.

A base 88 of the pivot bracket 80 is secured, in part, to the front siderail 14. The base 88 is also secured to a lower extension 90. The lowerextension 90 extends downward from the front side rail 14 and allows forthe use of a longer base 88 for the pivot bracket 80. With the use ofthe lower extension 90, the location of the rear pivot joint 50 islowered. In addition, the lower extension 90 also allows the base 88 ofthe pivot bracket 80 to be provided with an increased vertical length,which in turn allows the bolts 92 securing the bracket 80 to be spacedfurther apart. By spacing the means by which the bracket 80 is attachedto the vehicle, or more specifically the attachment of the bracket tothe front side rail 14 and the lower extension 80, the connection of thebracket 80 is able to withstand an increased amount of torque during acollision without separating from the front side rail 14 and the lowerextension 90. As seen in FIG. 4, the length of the base 88 of the pivotbracket 80 can be made longer than the vertical height of the front siderail 14. Without the lower extension 90, an increase of this magnitudein the vertical length of the base 88 could not be achieved. Such a baseof pivot bracket would be limited to the height of the front side rail14.

To further enhance the strength of the front side rail 14 in the regionwhere the rear pivot joint 50 is located, a bulkhead 94 is providedinternally of the front side rail 14. The bulkhead 94 generally extendsacross the entire width of the cavity 96 defined within the front siderail 14 and includes flanges 98 or other structures that allow it toengage the front side rail 14. The flanges 98 may be provided withapertures 100 that are aligned with apertures 102 formed in the frontside rail 14 and through which the bolts 92 securing the pivot bracket80 are extended. While not previously mentioned, apertures 104 areprovided in the pivot bracket 80 receiving the bolts 92 and securing thepivot bracket 80 the front side rail 14. While not previously mentioned,the lower extension 90 also includes apertures 106 for securing thepivot bracket 80 by way of the bolts 92.

When assembled, the bumper 12, longitudinal front side rail 14, andpivot link 16 provide a skeleton around the engine compartment, alongwith various other support members that support the vehicle suspension,engine components, or the like, as is known in the art. The front wheelsW of the vehicle are disposed outboard of the intermediate portion 72,rearward from the pivot link 16 and bumper extension 20, but forward ofthe vehicle cabin structure C (see FIG. 8).

Having described the countermeasure assembly 10, the operation of theassembly 10 during a collision will now be described, with reference toFIGS. 6-12. The operation and function of the assembly 10 will bedescribed with reference to an impact barrier 110 approaching thevehicle generally along the X-axis so as to create a small overlapfrontal impact collision. It will be appreciated, however, that avehicle including the countermeasure assembly 10 may be in motion orstationary, and that the impact barrier 110 may represent either astationary object or a moving object. Also, it will be appreciated thatthe force exerted by the impact barrier 110 on the countermeasureassembly 10 might not be applied directly along the X-axis, and thatthis force may be obliquely directed or offset from the X axis.

FIG. 6 schematically illustrates the path that the barrier 110 takesrelative to the vehicle and the countermeasure assembly 10 with thepivot link 16 coupled to the bumper 12 and the front side rail 14. As aresult of the interaction between the pivot link 16, the bumperextension 20 and the front side rail 14, and the location of the frontand rear pivot joints 30, 50, the barrier 110 is gradually moved awayfrom the vehicle along path P, while maintaining engagement with thepivot link 16. The maintained engagement with the pivot link 16 causesthe force from the collision to be transferred and absorbed by the frontside rail 14. Moreover, the inward buckling of the intermediate portion72 of the front side rail 14 impacts the vehicle engine E and forcingthe vehicle and the barrier 110 laterally away from one another. Thus,the barrier 110 can be directed away from the cabin C, while thecountermeasure assembly 10 absorbs a large amount of the impact force byvirtue of the deformation, crushing and buckling, of the front side rail14.

FIG. 6 also illustrates the movement of the various componentsthroughout the collision. More specifically, the pivot link 16 movesrearward relative to its normal operating position upon being contactedby the barrier 110. During this rearward movement, the pivot link 16 iscaused to pivot in the counter-clockwise direction or outward direction.Similarly, the bumper 12, including the bumper extension 20, is forcedrearward, with the bumper extension 20 becoming flattened, whilemaintaining its connection with the pivot link 16. The movement of thepivot link 16 is shown progressing from the pivot link 16 in the normaloperating position, to the position of pivot link 16 as the barrier 110begins to slide off of the pivot link 16.

With the enhanced strength connecting the pivot bracket 80 to the frontside rail 14, no separation occurs between the pivot bracket 80 and thefront side rail 14. With this connection remaining intact, forcesresulting from the impact can be directed to ensure that the vehiclewheel W is not driven by the barrier 110 toward the passenger cabin ofthe vehicle. It will be appreciated that the vehicle wheel is connectedto the lower suspension member 112 of the vehicle by a control arm 114.The rearward joint 116 of the control arm 114 is typically a very robustconnection in the vehicle. The forward joint 118, however, is not asrobust as the rearward joint 116. The countermeasure assembly 10 directsthe forces generated by the barrier 110 such that these forces do notcause the control arm 114 to break at the forward joint 118. Rather,forces are directed through a relatively weaker component, namely thesteering knuckle 120 associated with the wheel W. The steering knuckle120 is generally weaker since it is formed as a metal casting.

Referring now to FIG. 8, the barrier 110 is shown immediately prior tocolliding with the bumper 12 and a small overlap frontal impactcollision. As seen therein, a corner 122 of the barrier 110 is generallyaligned with the longitudinal axis of the front side rail 14 and willcollide in the area of the bumper extension 20. Immediately afterinitial impact, the front side rail 14 will be crushed in its frontportion 70 adjacent to the bumper 12, forming a crushed region. Thisinitial impact causes the bumper extension 20 to partially flatten atthe contact point with the corner 122 of the barrier 110. The rearwardforce on the bumper extension 20, in conjunction with the crushed regionof the front side rail 14, causes the pivot link 16 to rotate outward(counterclockwise in FIG. 8) about the rear pivot joint 50. The frontpivot joint 30 facilitates this rotation of the pivot link 16 withoutcausing the pivot link 16 to separate from the bumper extension 20.

As the rear surface of the bumper extension 20 comes into contact withthe inner surface 32 of the pivot link 16, the undercut 52 formed on theinner surface 32 causes the forward portion of the pivot link 16 torotate slightly upward relative to the rear pivot joint 50. Thisrotation will proceed until the inner surface 32 is relatively flatagainst the bumper extension 20 and/or the barrier 110, at which pointin time the vector of the force being transmitted through thecountermeasure assembly 10 is redirected slightly downward as indicatedby arrow 126. This redirection of the force vector 126 limits upwardbuckling of the front side rail 14 and may redirect components of thecountermeasure assembly 10 downward into engagement with the lowersuspension member 112, allowing the barrier 110 to remain in engagementwith the countermeasure assembly 10 for greater length of time during acollision.

As seen in FIG. 9, as the barrier 110 continues to encroach upon thecountermeasure assembly 10, the front portion 70 of the front side rail14 has been substantially crushed, which is designated at 124, and thefront side rail 14 begins to buckle inward towards the engine E. At thispoint, the pivot link 16 is pivoted to the location where it isextending laterally outward from the front side rail 14 and begins toengage portions of the wheel W. As the barrier 110 continues itsencroachment into the countermeasure assembly 10, as seen in FIG. 10,the pivot link 16 continues rearward rotation and the front side rail 14further buckles inward into engagement with the engine E. At this point,the barrier 110 has engaged a front portion of the lower suspensionmember 112. This engagement with the lower suspension member 112, alongwith the rearward and outward angle formed by rotation of the pivot link16 and buckling of the front side rail 14, induces relative movementbetween the barrier 110 and the vehicle. This relative movement is suchthat the barrier 110 and the vehicle begin lateral movement away fromeach other, with the barrier 110 moving in the direction of the wheel W.Further movement of the barrier 110 displaces the countermeasureassembly 10 laterally inward such that the barrier 110 impinges thewheel W against a front corner of the cabin frame 128 of the passengercompartment. This cabin frame portion 128 is generally located at therearward most extent of the wheel well within which the wheel W islocated. By impinging the wheel W between the barrier 110 and the frontcorner of the cabin frame 128, the rim of the wheel W crushes and theforce vectors 126 of the collision are specifically directed through thesteering knuckle 120. This is generally illustrated in FIG. 11.

The steering knuckle 120 is not constructed of a material that canwithstand the impact forces created by collision between the barrier 110and the vehicle. As a result, the steering knuckle 120 fractures and thecontrol arm 114 remains intact with the lower suspension member 112.Upon fracturing of the steering knuckle 120, the wheel W is free fromthe vehicle and allows the barrier to outward pivot off of the frontcorner of the cabin frame 128. As a further result, neither the barrier110 nor the wheel W significantly impacts the passenger cabin of thevehicle as a result of the small overlap, front impact collision.

While the forces generated during a collision are not completelypredictable, a countermeasure assembly 10 incorporating the principlesof the embodiments of the present specification allows for a refocusingof the force vectors to a weaker structure of the vehicle, namely thesteering knuckle 120, instead of focusing these forces on othercomponents such as the control arm 14 this is achieved by maintainingthe pivot link 16 connected to the front side rail 14, by virtue of theenhanced construction of the pivot bracket 80 and lower extension 90,during the full impact timeline of the collision.

As a person skilled in the art will readily appreciate, the abovedescription is meant as an illustration of implementation of theprinciples of the various embodiments described herein. This descriptionis not intended to limit the scope or application of the embodiments inthat the embodiments are susceptible to modification, variation andchange, without departing from spirit of this specification, as definedin the following claims.

We claim:
 1. A frontal impact countermeasure assembly for a vehicle, thecountermeasure assembly comprising: a front side rail extending in agenerally longitudinal direction and having a forward end; a bumperextending generally transverse and lateral to the longitudinal directionof the front side rail and having a main bumper member and a bumperextension forming an end portion of the bumper, the bumper extensionextending laterally from the main bumper member and forming an outboardend of the bumper, wherein the bumper extension is mounted to theforward end of the front side rail; and a pivot link having a frontmounting portion and a rear mounting portion, wherein the front mountingportion is engaged with the bumper extension and the rear mountingportion is engaged with the front side rail.
 2. The countermeasureassembly of claim 1, wherein: the bumper extension has a front memberand a rear member; and the rear member is bolted to the forward end ofthe front side rail.
 3. The countermeasure assembly of claim 2, wherein:the front side rail is a hollow box structure comprising an inner wall,an outerwall, an upper wall, and a lower wall; and bolts attaching therear member of the bumper extension to the front side rail extend into acavity of the hollow box structure through the forward end of the frontside rail.
 4. The countermeasure assembly of claim 2, wherein: the frontmember and the rear member of the bumper extension each comprise a pairof opposed flanges that extend substantially horizontally; and the frontmounting portion of the pivot link is received within the pairs ofopposed flanges.
 5. The countermeasure assembly of claim 1, wherein: thefront side rail defines a box structure including an outer wall, aninner wall, an upper wall and a lower wall; and an engagement of therear mounting portion with the front side rail defines a rear pivotjoint that includes a pivot bracket mounted to the outer wall of thefront side rail and engaged with the rear mounting portion of the pivotlink.
 6. The countermeasure assembly of claim 5, wherein: the outer walldefines a vertical height of the front side rail; and the pivot brackethas a base defining a length greater than the vertical height of thefront side rail.
 7. The countermeasure assembly of claim 6, furthercomprising a lower extension extending downward from the lower wall ofthe front side rail, wherein the base of the pivot bracket is furtherfastened to the lower extension.
 8. The countermeasure assembly of claim7, wherein the lower extension defines an outer wall that is generallyplanar with the outer wall of the front side rail.
 9. The countermeasureassembly of claim 8, wherein the lower extension defines a boxstructure.
 10. The countermeasure assembly of claim 5, wherein: abulkhead with a flange is disposed inside the front side rail; and theflange is bolted to the pivot bracket through the front side rail. 11.The countermeasure assembly of claim 10, wherein the bulkhead extendsacross an entire width of a cavity defined by the box structure of thefront side rail.
 12. The countermeasure assembly of claim 10, whereinthe pivot bracket and the bulkhead are arranged laterally outward fromand longitudinally overlapping with an engine of the vehicle.
 13. Thecountermeasure assembly of claim 10, wherein: the bulkhead issubstantially U-shaped and is positioned in the front side rail suchthat the U-shape of the bulkhead opens outward; and the bulkhead forms aclosed cavity with the outer wall of the front side rail.
 14. Thecountermeasure assembly of claim 13, wherein: a pivot bore of the rearmounting portion of the pivot link is aligned with apertures formed inthe pivot bracket, the apertures defining a pivot axis of the rear pivotjoint; and the pivot axis is aligned with the bulkhead and positionedoutward from the bulkhead.
 15. The countermeasure assembly of claim 14,wherein: the pivot bracket is secured to the front side rail with atleast one front bolt and at least one rear bolt; the closed cavity islocated between the at least one front bolt and the at least one rearbolt in a longitudinal direction; and the pivot axis of the rear pivotjoint is located between the at least one front bolt and the at leastone rear bolt in a longitudinal direction.
 16. The countermeasureassembly of claim 10, wherein: the pivot bracket includes a pair ofopposed flanges that extend generally horizontally and laterally outwardfrom the front side rail, the pair of opposed flanges being connected toand spaced apart by a vertical wall of the pivot bracket; and the rearmounting portion of the pivot link is received between the pair ofopposed flanges.
 17. The countermeasure assembly of claim 1, wherein: anengagement of the front mounting portion with the bumper extensiondefines a front pivot joint; an engagement of the rear mounting portionwith the front side rail defines a rear pivot joint; and a center of thefront pivot joint is offset from a center of the rear pivot joint in avertical direction relative to the vehicle.
 18. The countermeasureassembly of claim 17, wherein the center of the front pivot joint isvertically higher than the center of the rear pivot joint relative tothe vehicle.
 19. The countermeasure assembly of claim 1, wherein therear mounting portion of the pivot link has a thickness that is lessthan a thickness of the front mounting portion of the pivot link.
 20. Afrontal impact countermeasure assembly for a vehicle, comprising: afront side rail extending in a generally longitudinal direction to aforward end; a bumper comprising a main bumper member and a bumperextension coupled to the forward end of the front side rail withfasteners extending through the forward end of the front side rail andinto a cavity of the front side rail and the bumper extension is coupledto at least a portion of the main bumper member outboard of the frontside rail; and a pivot link comprising a front mounting portion and arear mounting portion, wherein the front mounting portion is engagedwith the bumper extension and the rear mounting portion is engaged withthe front side rail.